The facts.
DescriptionThe whole story▼
A clogging air filter on an injected NC750 does not announce itself, and the reason is that the engine management is doing its job. As the element loads and less air reaches the throttle body, the closed-loop fuelling trims the mixture to match what is actually arriving. The engine keeps running correctly, the fuel figure barely moves, no warning appears. The restriction is real and the symptom has been absorbed. That is worth knowing before choosing a medium, because it means the state of the filter is something you look at rather than something you wait to feel — and it is the reason the Sprint Filter P14 PM181P14 is built to be inspected and washed instead of replaced.
Key Features
- A dry special non-woven medium, filtering down to 14 microns, oiled at no stage
- Retention bought with flow: 1,800 l/m²/sec here, 5,050 for the P08 at 80 microns
- No oil film exists anywhere in the intake, so nothing can migrate onto throttle bodies or sensors
- The area presented to the air is about double that of other performance elements
- A direct replacement in the standard airbox — nothing modified, nothing remapped
- Two years of warranty, running from the date of purchase
What the electronics hide and what they cannot
Closed-loop correction keeps the air-fuel ratio right, but it cannot put back the air that never arrived. What is lost first is not peak output — it is the top of the throttle range and the sharpness of the pick-up when the throttle is opened from closed, because those are the moments that ask the intake for everything at once. Keeping the intake restriction low and stable across the whole interval is the entire practical benefit of this part. It is not a power upgrade, and an insert filter cannot make a standard 745 cc twin meaningfully stronger. The P14 in particular hands flow back deliberately in exchange for its 14 micron retention, so anyone shopping for output is looking at the wrong medium and, on a standard NC750, at the wrong component altogether.
Why the sensors argue against oiled media
The other way to get fine filtration is a tacky oil film, and it works — but it puts a mobile substance directly upstream of the components the engine uses to measure air. Over-oiling is a well-documented way to leave deposits where none belong. The P14 has no such mechanism: the retention comes from the structure of the non-woven itself, which is dry when it leaves the box, dry after every wash, and dry for its whole life. Nothing to apply, nothing to over-apply, nothing to carry downstream.
Care and cleaning
Air from the clean side, worked outwards, is the whole routine. A deeper clean means lukewarm water with a mild detergent, rinsed until the water runs clear, then open air until it is dry — no heat, no flame, no oil afterwards. It goes back in dry. The maintenance sheet for the PM181P14 is in the Downloads tab.
Fitment & Compatibility
Made for the Honda NC750S and NC750X from 2014 to 2018. The same PM181P14 element covers five machines across the NC parallel-twin platform; the full list is in the Fitment tab.
DownloadsOwner's manual · brochure▼
FitmentWhich bikes this fits▼
- Honda CTX700N (2014–2017)
- Honda NC700S / NC700X (2012–2017)
- Honda NC750 (2014–2020)
- Honda NC750S / NC750X (2014–2018)
- Honda NM4 Vultus (2014–2016)
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Measure your head circumference about one centimetre above your eyebrows and compare it with the size chart on this page. Between sizes? Choose the smaller one — the padding beds in with use.
Yes — it’s tested and approved to the current ECE 22.06 standard and road-legal across the EU.
Most of our touring and sport helmets are Pinlock-ready and many include the insert. Check the ‘What’s in the box’ section on this page for this model.
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Take out the washable lining and hand-wash it in lukewarm water. Clean the shell and visor with a soft cloth and water only — never solvents.
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